JP2001522748A - Crown reinforcement for heavy vehicle tires - Google Patents

Abstract

(57) [Summary] Tires P with radial carcass reinforcements (1) having a maximum axial width S ₀ are non-intersecting with each other at an angle of between 10 ° and 45 ° with respect to the circumferential direction. A crown reinforcement (3) composed of at least two working crown layers (32, 34) of extensible reinforcement elements, said layer having an axial width L ₃₂ equal to at least 80% of the width S ₀ , has L _34, are disposed radially to the action interlayer. Further, the tire is provided with an additional layer (33) consisting of circumferential and essentially parallel reinforcing elements, the width L of the working layer (32, 34) the additional layer by at least 16% of the width S ₀ (33) Having a width L ₃₂ , L ₃₄ greater than ₃₃ and connected on both sides of the equatorial plane in an axial extension of the additional layer (33) at an axial distance l equal to at least 3% of the width S ₀ , , Separated by a section (4) of a rubber mixture having a thickness of at least 2 mm.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD OF THE INVENTION

The invention relates to a radial carcass reinforcement fixed on both sides of at least one bead wire and at least two radial cord cascades each consisting of parallel cords or cables and intersecting each other at an angle of at most 45 with respect to the circumferential direction. And a crown reinforcement comprising two overlapping so-called working layers.

More specifically, the present invention relates to a high tonnage vehicle such as a lorry, bus, trailer or the like, wherein the ratio of the height H above the rim to the maximum axial width S is at most equal to 0.80. And a heavy-duty tire adapted to be used.

[0003]

2. Related Art and Problems to be Solved by the Invention

Certain today's so-called "highway" tires are traveling at increasing speeds and over increasing distances due to the worldwide growth of improved road networks and motorway networks. The overall conditions under which such tires are deemed to work without problems cover more kilometers. This is because the tire wear is less severe, while the fatigue strength of the tire, especially the crown reinforcement, is more severely burdened.

[0004] French Patent No. 2,419,185 discloses that a tire of this type having a low H / S ratio provides poor adhesion in the equatorial region of the tread, for example due to a reduced contact area along its length, while providing many advantages. It reveals many disadvantages, such as high pressure concentrations in the region of the tread edge. In order to overcome these drawbacks, the above-mentioned French patent promotes the provision of two restriction blocks between the carcass reinforcement and the radially inner working layer in two regions far from the equatorial plane, each block being provided. Consists of two overlapping layers of inextensible cables crossing each other at opposite angles to the circumferential direction, said angle being at least half the absolute value of the smallest angle used for the working layer. Equal to 1 and different from 0 °.

Implementation of the above solution, the shape ratio H / S is at most equal to 0.80, in particular at most 0. Implementation of its application in a tire equal to 6 and adapted to be mounted on heavy vehicles does not provide a crown reinforcement with satisfactory fatigue strength.

The lack of fatigue strength relates to both the fatigue strength of the crown layer, in particular the resistance to separation between the edges of the layer, and the fatigue strength of the cable in the part of the carcass reinforcement located below the crown reinforcement. The former deficiency is severely affected by the operating temperature at the edge of the working layer, whether the tire is running on a straight line or cornering.

The object of French patent application 94/015736 is to improve the fatigue strength of crown reinforcements of heavy vehicles having a shape ratio at least equal to 0.60,
Said reinforcement comprises at least two working crown layers formed of non-stretchable cables crossing each other at an angle of between 10 ° and 45 ° with respect to the circumferential direction;
Said layer has a width equal to at least 80% of the maximum axial width S ₀ of the carcass reinforcement. French Patent Application No. 94/015736 firstly consists of a non-stretchable metal cable at an angle of at least 60 ° with respect to the circumferential direction, with at least the axial width of the working crown layer having the shortest axial width. An equal axially continuous layer is provided between the carcass reinforcement and the working layer closest to the axis of rotation, secondly, formed from a metal element and arranged essentially parallel to the circumferential direction, the axial width At least 0.
It has been proposed to provide an additional layer between the two working crown layers equal to 7S _{0 and} having a tensile modulus at most equal to that of the most extensible working layer.

[0008] French patent application No. 96/02178 aims to reduce the operating temperature of "heavy vehicle" type tires with radial carcass reinforcements, while providing an effective and economical solution. Adding to said carcass reinforcement a crown reinforcement comprising at least two working crown layers formed from non-extensible cables crossing each other at an angle of between 10 ° and 45 ° relative to the circumferential direction The crown reinforcement is also arranged essentially parallel to the circumferential direction in the presence of any layer composed of inextensible cables at an angle greater than 45 ° to the circumferential direction. And an axially continuous additional layer formed from radially positioned metal elements between the working layers, the additional layer having a reduced axial width of the widest working crown layer. Both have equal axial width 1.05.

The problem of separation between the working layers and the fatigue strength of the cable in the carcass reinforcement seems to be solved in some cases, but the operating temperature is greatly reduced, while the tires thus constructed extend. As a result of the long transport distance, fatigue failures appear in the cables of the additional layers, especially at the edges of said layers, with or without the so-called triangulated layer.

It is always possible to change the reinforcing elements involved, in particular to choose cables of different construction or cables with high tensile strength. The above solution is certainly simple, but always expensive.

[0011]

[Means for Solving the Problems]

Tire having to overcome the above drawbacks, in order to and improve the fatigue strength of the crown reinforcement of the type of tire without cost increase, the radial carcass reinforcement having a maximum axial width S ₀ according to the present invention Comprises a crown reinforcement consisting of at least two working layers of non-extensible reinforcement elements intersecting each other at an angle of between 10 ° and 45 ° with respect to the circumferential direction, said layer comprising: At least 80% of width S ₀
And has an additional layer of reinforcing elements arranged radially between the working layers and essentially parallel to the circumferential direction. This tire has the following features. That is, at least 16% by additional layers acting layer of greater width than the width of, and axially a distance equal to at least 3.5% of the width S ₀ in direct axial extension of the additional layer on either side of the equatorial plane of the width S ₀ And then separated by a portion of the rubber mixture over at least the remainder of the width common to the working layers.

The thickness of the separation contour between the layers, measured on the opposite side of the edge of the narrowest working layer, is at least equal to 2 mm, preferably greater than 2.5 mm.

The term “tie layer” is to be understood as meaning a layer in which the respective reinforcing elements are separated radially by at most 1.5 mm, said thickness of rubber being said reinforcing element Are measured in the radial direction between a relatively upper bus and a lower bus.

The term “non-extensible element” is understood to mean an element, cable or monofilament having a relative elongation of less than 0.2% when subjected to a tensile force equal to 10% of the breaking load. Should. For this tire, the non-extensible reinforcing element is preferably a non-extensible steel cable.

A reinforcing element, cord or cable arranged essentially parallel to the circumferential direction is an element which makes an angle with said direction of around + 0 ° in the range + 2.5 ° to -2.5 °.

The additional layer advantageously has a tensile modulus which is at most equal to the tensile modulus of the most extensible working layer. The tensile modulus of a layer consisting of a cable is obtained by applying a tensile stress necessary for obtaining a predetermined elongation along the direction of the cable, and the elastic modulus is a tangential modulus. The expression `` tensile modulus of the additional layer equal to the tensile modulus of the working layer which is maximally extensible '' should be understood to mean the tangential modulus of the additional layer, irrespective of the relative elongation. The most extensible layers are those layers that exhibit a greater relative elongation under the same stress at any value of tensile stress than the other layers.

Advantageously, in order to facilitate the manufacture of the tire, the elastic modulus of the additional layer is between 0% and 0.1%.
With a relative elongation of between 4% and 4%, a relative elongation of more than 0.4% is at most equal to the highest tensile modulus of the most extensible working layer.

The working layers are generally of unequal axial width. The radially outermost working layer may be axially narrower than the radially innermost working layer, in which case the crown reinforcement is arranged at an angle between 10 ° and 45 ° with respect to the circumferential direction. It is advantageous to have an additional radially outer layer, known as a protective layer, made up of so-called elastic reinforcing elements having the same orientation as that formed by the non-extensible elements of the narrowest working layer. The protective layer can have an axial width smaller than the axial width of the narrowest working layer, and does not cover, or completely or partially covers, the connecting zone between the two working crown layers. Also, the protective layer covers the edge of the narrowest working layer and is connected in the axial extension of the additional layer with the widest working crown layer over an axial distance equal to at least 2% of the width S _0. , Then at least 2mm
Should have an axial width greater than the axial width of the narrowest working layer, so that it is separated axially outward from the widest working layer by a portion of thickness equal to: The protective layer formed from the elastic reinforcing element is in this case separated on the one hand as far as possible from the edge of the narrowest working layer by a portion having a thickness much smaller than that separating the edges of the two working layers. On the other hand, it can have an axial width smaller or larger than the axial width of the widest crown layer.

Regardless of the above solution, a triangle of non-extensible reinforcing elements making an angle of more than 60 ° with the circumferential direction and having the same orientation as the angle formed by the reinforcing element of the layer closest to the carcass reinforcement in the radial direction It is advantageous to supplement the crown reinforcement radially inward between the carcass reinforcement and the nearest radially inner working layer by means of a chemical layer. The triangulated layer may have an axial width smaller than the widest working layer radially closest to the carcass reinforcement in the crown reinforcement.
Also, the triangulated layer can have an axial width greater than the width of the widest working layer, in which case the so-called protective layer on the radially outer side connected to the widest working layer is the direct axis of the widest working layer. In the direction extension, it is also connected to the triangulation layer over an axial distance of at least 0.02 times the width S ₀ of the carcass reinforcement, and then from the edge of said triangulation layer by a portion having a thickness equal to at least 2 mm. Advantageously, they are separated radially outward. In that case, the protective layer constituted by the elastic reinforcing element is separated from the edge of the narrowest active layer by a portion having a thickness much smaller than that separating the edges of the two active layers, as described above. can do. Also, the protective layer may be wider or narrower than the triangulated layer.

The radially outermost working layer may be axially wider than the radially innermost working layer, in which case the crown reinforcement forms an angle greater than 60 ° with respect to the circumferential direction, and Advantageously, it is supplemented on the inside by a triangulated layer consisting of non-extensible reinforcing elements having the same orientation as the angles of the reinforcing elements in the narrow layer. The so-called triangulated layer can have an axial width smaller than the axial width of the working layer which is the narrowest, i.e. the layer radially closest to the carcass reinforcement. Preferably, the triangulated layer has an axial width greater than the width of the narrowest working layer, and at least 0.02 times the width S ₀ in the axial extension of the narrowest working layer. It is connected to the widest working layer over a distance and then has a thickness of at least 2 regardless of whether the triangulated layer or the widest working layer has the largest width.
It has a width such that it is separated from the edge of the layer by a portion of the rubber mixture which is mm.

The crown reinforcement described immediately above, in which the working layer furthest from the carcass reinforcement is axially widest, is arranged at an angle of between 10 ° and 45 ° with respect to the circumferential direction and radially. It can also be supplemented radially outside of said widest working layer by a protective layer consisting of elastic reinforcing elements having the same orientation as the angles of the elements of the widest working layer. This protective layer can have an axial width smaller than the width of the narrowest working layer,
In addition, the connecting zone between the two working crown layers can be completely or partially covered. Also, the protective layer is narrower than the narrowest working layer and narrower than the widest working layer, but preferably, the protective layer radially covers the edge of the widest working layer and has the widest width. Irrespective of whether it is a triangulated layer or a protective layer, it is separated as much as possible from the edge by a portion having a thickness less than the thickness separating the narrowest working layer from the widest working layer, In the axial extension of the narrow working layer, it is connected with a radially inner triangulated layer composed of sharply inclined inextensible elements over an axial distance equal to at least 2% of the width S ₀ , and then at least 2 mm thick Have an axial width such that they are separated from the edges of the triangulated layer by a rubber-like portion.

[0022]

【Example】

In FIG. 1, a tire P _A of size 495 / 45R 22.5X has a shape ratio H? S equal to 0.45, where H is the height of the tire P _A on the mounting rim. And S is the maximum axial width. Said tire P _A is secured to at least one bead by several forming Shi each bead return folding comprises and radial carcass reinforcement composed of a single metal cable layer (1), the carcass The reinforcement body (1) is fitted with a crown reinforcement body (3), and the crown reinforcement body (3) is as follows in the radial direction from the inside to the outside.

It comprises a first so-called triangulation layer (31) consisting of a non-stretchable metal cable arranged at an angle of 65 ° with respect to the circumferential direction; Has a first working layer (32) overlying this layer, which working layer (32) is arranged at an angle equal to 18 ° in the case shown, and It consists of a non-stretchable metal cable having the same orientation as the angle.

An additional layer (33) surrounding the first working layer (22) and made up of parts or subgroups of the cable, each of said parts being 16 times the circumference of the layer (33);
The elements are arranged at 0 ° and the spaces between the parts are offset from each other, comprising the same metal cable as in the first working layer (32) Has been
These metal cables are at an angle opposite to the circumferential direction, in the case shown in FIG.
The angle is equal to (but may be different from) the above angle of °.

-Lastly, with the same orientation as the angle, with respect to the circumferential direction, equal to said angle (
However, this may be different from the above angle), the so-called elastic cable final layer arranged at an angle, this layer being a protective layer.

The axial width L of the first working layer (32)₃₂Is the maximum axial width S of the carcass reinforcement₀0. 87 times, that is, for a regular shaped tire, a toe equal to 430 mm
Red width L₁It is 416 mm, which is much smaller. Axial direction of second working layer (34)
Width L₃₄Is the maximum axial width S₀0.87 times, ie, 400 mm. The triangulation layer (31) is in the middle of the width of the two working layers (32, 34) and this field
The axial width L equal to 408 mm₃₁have. Axial width L of additional layer (33) ₃₃ Is equal to 320 mm. In fact, the axial width L of the additional layer (33)₃₃Is the width L of the narrowest working layer₃₂(L₃₄) The end of the working crown layer, which is a smaller and prone to heating area
And the working temperature of the tire near the interlayer separation is also sufficient to effectively contribute to the reduction.
Width. The final crown layer (35), the so-called protective layer, is approximately equal to 370 mm
Width L₃₅have.

On each side of the equatorial plane and in the axial direction in the extension of the additional layer (33), the two working layers (32), (34) are connected over an axial width 1 in this case equal to 17 mm. The cable of the second working layer (32) and the cable of the second working layer are separated from one another by a rubber layer over the axial connection width 1 of both layers, the thickness of said rubber layer being minimal, and This corresponds to twice the thickness of the rubber-like layer covering the hung metal cables 27, 23 forming each layer (32, 34), ie, 0.8 mm. The remaining width common to the two working layers, ie
Over approximately 20 mm on each side, the two working layers (32), (34) are separated by a rubber part (4) which is roughly triangular in shape, the thickness of said part (4) being the thickness of the connection zone. It increases from the axial end to the end of the narrowest working layer, reaching a thickness of 4 mm at said end. Said part (4) has a sufficient radial width to cover the end of the widest working layer, in this case the working layer radially closest to the carcass reinforcement. The tire crown is finished by joining the tread (5) with a bead by two side walls (6) and the triangulated layer radially adjacent to the carcass reinforcement (1) on both sides of the equatorial plane is a carcass reinforcement. It rises in the axial direction outward from (1) and the layer is joined to the carcass reinforcement (1) by triangular rubber parts (7).

The tire P _B of FIG. 2 of size 315 / 80R 22.5X has a shape ratio H / S (equal to 0.8)
H is the height of the tire P _B on the mounting rim and S is its maximum axial width)
have. The tire structure of the crown reinforcement of P _B (3) is different from that described above by the absence of so-called triangulation layer. Thus, the carcass reinforcement (1), in which each bead is fixed to at least one bead wire by forming a fold and composed of a single metal cable layer, is a crown reinforcement (1).
The crown reinforcement (3) is radially arranged from the inside to the outside in the following manner.

In the central part radially adjacent and parallel to the carcass reinforcement (1),
In the case shown, it comprises a first working crown layer (32) made of copper inextensible metal cable arranged at an angle equal to 18, the edges of which have an axial thickness from the inside to the outside. It is separated from the carcass reinforcement by an increasing rubber part (7).

An additional layer (33) is provided on the first working layer (32), the additional layer (33) having a perimeter of one sixth of the perimeter of the layer (33) It consists of non-stretchable, discontinuous metallic elements of steel approximately equal to 0, these elements being arranged at 0 and the axially outer edge of the first working crown layer being circumferentially surrounded by a thin rubber layer. Additional layers of elements (3
3).

A second working layer (34) comprising a metal cable identical to that of the first layer (32), which second working layer (34) is shown in the circumferential direction In this case, an angle equal to (but may be different from) the above angle of 18 is formed in a direction opposite to the angle.

The axial width L ₃₂ of the first working layer (32) is, in the present tire, equal to 235 mm, which in this case is slightly smaller than the width of the tread which is equal to 235 mm. Second working layer (
Axial width L ₃₄ of 34) is slightly less than the width L _32, equal to 210 mm. Axial width L ₃₃ of the additional layer is equal to 176 mm. The working layers (32), (34) are on both sides of the equatorial plane and in the extension of the additional layer (33) a distance equal to 9 mm, which is slightly less than 0.03 times the maximum axial width of the carcass reinforcement (1). 1, and the minimum thickness between the cables in the layers is in this case equal to 1 mm. Over the remaining width shared by the two working layers, ie about 6 m on each side
m, the two working layers (32), (34) are separated by a triangular rubber part (4) having a thickness of 3 mm measured at the end of the narrowest working layer (34), Said portion increases in thickness from the axial end of the connection zone to the end of the narrowest working layer. Said crown reinforcement is arranged at an angle with respect to the circumferential direction and is supplemented by a final layer (35) of a so-called elastic cable having an orientation equal to (but different from) said angle. Layer (35) is a so-called protective layer, the so-called elastic cable is a cable having a relative elongation at break equal to at least 4%. The axial width L ₃₅ of said layer (35) is essentially equal to 198 mm so as to cover the connection zone between the two working layers (32), (34).

The examples shown in FIGS. 1 and 2 relate to a single connection zone between the layers. Tire P _C shown in FIG. 3 having the same size as the tires described in the first embodiment is relates two connecting band layers. Structure of the crown reinforcement of the tire P _C (3) is different from the tire P _A in the following points.

First, the axial width of the two working layers (32), (34) is reversed.

Next, the widths of the working layers (32), (34) and the triangulation layer (31) are different, the additional layer (33) keeping the same width of 320 mm, but in the radial direction. width L ₃₂ of the inner working layer (32) is equal to 380 mm, the radial width L ₃₄ of the outer working layer (34) is equal to 451Mm, therefore, triangulation layer width L ₃₁ equal to 431 mm (31) Are connected to the second working layer (34) on each side of the equatorial plane in an axial extension of the first working layer (32) over a width l ₂ approximately equal to 10 mm, and then to the triangulated layer (31). The edge of () is disconnected from the widest working layer (34) by a section (4) having a thickness of 4 mm. According to the preferred variant described above, it is possible in particular to improve the separation resistance between the edges of the working layer at the narrowest layer (32).

Although not shown, it has a crown reinforcement and a broadest working layer, in this case a protective layer wider than the carcass reinforcement, which protective layer is made of a rubber-like mixture having a thickness of 3 mm. the portions are separated from the edges of the working layer, it is easy to imagine the tire P _D is the same as the tire P _C.

[Brief description of the drawings]

FIG. 1 is a schematic view of a first preferred embodiment of a crown reinforcement according to the present invention, as seen in a meridional section.

FIG. 2 illustrates a second preferred embodiment according to the present invention.

FIG. 3 is a diagram showing a third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Radial carcass reinforcement body 3 Crown reinforcement body 4 Rubber part 5 Tread 7 Triangular rubber part 31 First triangulation layer 32 First working layer 33 Additional layer 34 Second working layer 35 Final layer

Claims (11)

[Claims] 1. A tire P provided with a radial carcass reinforcement having a maximum axial width S _0, comprising a non-extensible reinforcement element, and having an angle between 10 and 45 relative to the circumferential direction. It comprises a crown reinforcement (3) composed of at least two intersecting working crown layers (32, 34), said layers having an axial width L ₃₂ , L ₃₄ equal to at least 80% of the width S _0. and, and they are arranged radially to the working layers, also in the tire P which is provided an additional layer (33) consisting essentially parallel reinforcing elements in the circumferential direction, the width L ₃₃ of the additional layer (33) more least by 16% greater width L _32, L _{3 4} working layer which has a width S ₀ (32, 34) is located on either side of the equatorial plane, and direct axial extension of the additional layer (33) In the axial direction equal to at least 3.5% of the width S ₀ at Connected over a distance 1 and then at least two working layers (32, 34)
)) Separated by portions made of a rubber mixture over the remainder of the width common to the tires P). 2. The tire according to claim 1, wherein the portion has a thickness at least equal to 2 mm at the end of the narrowest working layer. 3. The working layers (32, 34) of the crown reinforcement (3) have unequal axial widths, and the radially inner working layer (34) has a radially inner working layer. Narrower axially than layer (32), the crown reinforcement (3) is arranged at an angle between 10 and 45 relative to the circumferential direction and the non-extensible element of the narrowest working layer (34). A layer of elastic reinforcement elements having the same angle as the angle formed by the layers (35)
Is provided on the radially outer side, and the protective layer (35) is the narrowest working layer (34).
Claim 2, characterized in that it has an axial width L ₃₄ smaller than the axial width L ₃₅ of
The tire described in the above. 4. The active layers (32, 34) of the crown reinforcement (3) have unequal axial widths, the radially inner active layer (34) being the radially inner active layer (32). ) Is narrower in the axial direction, and the crown reinforcement (3) is
A layer (35) of resilient reinforcing elements arranged at an angle of between 45 and 45 and having the same angle as the non-extensible element of the narrowest working layer (34) makes radially outward. with which, the protective layer (35) has an axial width L ₃₄ smaller than the axial width L ₃₅ of the narrowest working layer (34), said layer (35), which narrowest action Radially covering the edge of the layer (34) and in the axial extension of the additional layer,
It is connected with the widest working crown layer (32) over an axial distance equal to at least 2% of the width S ₀ , and thereafter from the said widest working layer (32) on the outside by a portion (4) of at least 2 mm thickness. the tire according to claim 2, characterized in that it has an axial width L ₃₅ such as axially separated. 5. The protective layer (35) composed of elastic reinforcing elements comprises two working layers (35).
3. The edge of the widest working layer (32) is separated from the edge of the widest working layer (32) by a portion having a thickness substantially less than the thickness of the portion (4) separating the edge of the active layer (32, 34). The described tire. 6. The crown reinforcement (3) further comprises a layer (31) of a non-extensible reinforcement element radially inward between the carcass reinforcement (1) and the radially inner working layer (32). The layer comprises an angle greater than 60 with respect to the circumferential direction,
And the same orientation as the angle of the reinforcing element of the working layer (32) and the widest working layer (32)
Tire according to any one of claims 1 to 5, characterized in that it has an axial width L ₃₂ smaller than the axial width L ₃₁ of. 7. The crown reinforcement (3) further comprises a layer (31) of non-extensible reinforcement elements radially inward between the carcass reinforcement (1) and the radially inner working layer (32). The layer comprises an angle greater than 60 with respect to the circumferential direction,
And the same orientation as the angle of the reinforcing element of the working layer (32) and the widest working layer (32)
And the axial width L ₃₁ is larger than the axial width L _{32 of the}
The protective layer (35) connected to 2) has a triangular shape over an axial distance of at least 0.02 times the width S ₀ of the carcass reinforcement (1) in the direct axial extension of the widest working layer (32). Having a width L ₃₅ which is connected to the activation layer (31) and is then separated axially outward from the edge of said triangulation layer (31) by a portion (4) having a thickness of at least 2 mm. The tire according to claim 5, wherein 8. The active layers (32, 34) of the crown reinforcement (3) are of unequal width, the radially outermost active layer (34) being higher than the radially innermost active layer (32). Broad in the axial direction, the crown reinforcement (3) also comprises a layer (31) of non-extensible reinforcement elements at an angle greater than 60 with respect to the circumferential direction,
That this layer has the same orientation as the angle of the reinforcing elements of the narrowest layer (32), the axial width L ₃₁ of the layer (31) is smaller than the width L ₃₂ of the narrowest layer (32) The tire according to claim 5, characterized in that: 9. The active layers (32, 34) of the crown reinforcement (3) are of unequal width, the radially outermost active layer (34) being higher than the radially innermost active layer (32). Broad in the axial direction, the crown reinforcement (3) also comprises a triangulation layer (31) of non-extensible reinforcement elements at an angle greater than 60 with respect to the circumferential direction, this triangulation layer being the widest. has the same orientation as the angle of the reinforcing elements of the narrow layer (32), greater than the width L ₃₂ of the narrowest layer axial width L ₃₁ is of the layer (31) (32), greater width width L ₃₂ Is connected to the triangulation layer (31) over an axial distance of at least 0.02 times the width S ₀ of the carcass reinforcement (1) in a direct extension of the working layer (32), , Made of a rubbery mixture,
3. The tire according to claim 2, wherein the tire is separated from the edge of the triangulated layer by a portion having a thickness of at least 2 mm. 10. The crown reinforcement (3) is arranged radially outside the widest working layer (34) at an angle of between 10 and 45 with respect to the circumferential direction and has the widest working layer (34). 10. A tire according to any one of claims 8 to 9, characterized in that it comprises a protective layer (35) consisting of an elastic reinforcing element having the same orientation as the angle formed by the non-extensible elements of (1). . 11. The crown reinforcement (3) is arranged radially outside the widest working layer (34) at an angle of between 10 and 45 with respect to the circumferential direction and has the widest working layer (34). ) Comprises a protective layer (35) consisting of an elastic reinforcing element having the same orientation as the angle formed by the non-extensible element, said layer (35) being the radius of the end of the widest working layer (34). covering direction, and widest in the direct extension of the narrow working layer, connected to the radially inner layer made of inextensible element (31) which is inclined sharply across the axial width l ₂ equal to at least 2% of the width S ₀ is, then, to claim 10, characterized in that it has an axial width L ₃₅ such as is separated from the edges of the triangulation layer by a rubber-like portion having a thickness of 2mm and less thickness The described tire.